Rotary engine.



Patented July 8, i902.

A. T. STIMSON.

ROTARY ENGINE.

(Application filed Aug. 24, 1901.)

2 Sheets-Sheet I.

(No Model.)

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SQ N Yv B U B 9N( graz Tksfmsgw, @www No. 704,280. Patentedv July 8,|902.

' A. T. STIMSON.

RDTARY ENGINE.

(Application led Aug. 24, 1901.; (nu Model.) `2 sheets-sheet 2.

1n; News frans co. mornumo., msnm-,wmp cv UNTTED STATES PATENT OFFICE.

ALFRED THOMAS STIINISON, OF EUREKA, CALIFORNIA.

ROTARY ENGINE.

SPECIFICATION forming part of Letters Patent No. 704,280, dated July 8,1902. Application fled August 24, 1901. Serial No. 73,192. (No modcl Tortl/f w/wm, t may concern:

Be it known that I, ALFRED THOMAS STIM- sON, a citizen of the UnitedStates, residing at Eureka, in the county of Humboldt and State ofCalifornia, have invented a new and useful Rotary Engine, of which thefollowing is a specification.

This invention relates to engines of the multiple-cylinder type, and hasfor its object to simplify the construction,decreasethe weight, andrender more eiiicient the operation of the engine as a whole and of thevalve-gear and governor mechanism thereof.

A further object of the invention is to improve the arrangement of steamconnections in order that the driving or engine shaft may be utilized asa steam-conduit and to equip the engine With novel mechanism forcontrolling the operation ofthe valve-gear to reverse the motor.

To the accomplishment of these objects and others subordinate thereto,the invention contemplates the provision of a plurality of cylindersmovable in unison with the rotating engine-shaft and revolving around aneccentrically-related iixed shaft with which the piston-rods of theseveral pistons are connected, said stationary or eccentric shaftserving as an abutment against which the thrust of the pistons isdelivered to eifect the rotation of the engine as an entirety.

The invention also consists in controlling the supply of steam to theseveral cylinders by means of slide-valves operated by gearwheelsmounted to revolve around a central gear-wheel coaxial with and inoperative relation to controlling means which serves to hold the centergear stationary for the purpose of effecting the rotative movement ofthe several valve-gears upon their own axes or to have individualrotative movement which will change the relation of the valvegears, andthereby control the operation of the several valves to stop, start, orreverse the engine in a manner well understood in the art.

The invention further consists in the provision of governor-valvesindependent of the controlling valves, centrifugally operated weightsconstituting governor' members for operating the valves,rand in variousother details of construction and arrangement, all as will hereinaftermore fully appear during the course of the succeeding description ofthat preferred form of my invention which I have illustrated in theaccompanying drawings.

In said drawings, Figure l is a front elevation of the engine complete.Fig. 2 is a rear elevation thereof. Fig. 3 is a longitudinal sectionalview of the engine, and Fig. 4 is a detail horizontal sectionalviewshowing the arrangement of stufng-boxes for effecting a steam-tightconnection at the point of steaminduction to the hollow shaft.

Like numerals of reference are employed to designate corresponding partsthroughout the several views.

l, 2, and 3 indicate the cylinders of my engine, disposed in radialrelation with respect to a comparatively heavy circular rim 4 and aninner rim or hub flange 5, between Which the cylinders are interposedand secured in any suitable manner. The inner rim 5 constitutes anannular ange extended from what may be termed a hub 6 concentric withthe inner and outer engine-rims, but located in a different verticalplane to present the hub at a sufficient distancefin rear of the `engineproper to accommodate the location of the valve mechanism, to bedescribed, in rear of the several cylinders.

The hub 6 iskeyed or otherwise secured to the engine-shaft 7, having alongitudinal bore S extended from the frontl end of the shaft which islet into the rear face of the hub, and adjacent to the opposite ends ofthe bore the shaft 7 is pierced by induction-ports 9 and eduction-ports10. The induction-ports 9 are constantly in communication with a sourceof steam-supply-as, for instance, a boiler- (not shown) through themedium of asteampipe ll, the steam-tight connection of which with theshaft is effected by a novel arrangement of stuffing-boxes, to behereinafter more fully described. The shaft 7 is rotatably'supported insuitable bearings l2 at the upper ends of standards 13, and as theengine is fixed to and supported by said shaft it is evident that theseelements Will rotate in unison and that the several engine-cylinderswill revolve around the axis of the shaft.

XVithin the cylinders l, 2, and 3 are mounted for reciprocation thepistons l, 2, and 3, provided with oscillatory piston-rods 1b, 2b,

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and 3", having pivotal connection at their outer ends with the pistons,as indicated at 14 in Fig. 3, and having a common bearing at their innerends upon a stud-shaft 15, ixedly secured to a suitable standard 16 andmade hollow for a purpose to be hereinafter made plain. The stud-shaft15 is disposed eccentric with respect to the engine and constitutes auabutment sustaining the thrust of the pistons, so that when thecylinders and the piston-rods are in angular relation and steam isadmitted to the cylinders the reciprocation of the pistons will benecessarily accompanied by a rotary movement of the engine. It willtherefore appear that by properly regulating the supply of steam to thecylinders to reciprocate the pistons uuder pressure when the parts arein predetermined relative positions the engine is caused to rotate underthe impulse of successive pistons, the eccentric relation of thestud-shaft serving to present the several pistons in different relativepositions at all times, so that they may be caused to operate underpressure successively in a continuous cycle.

XVe now come to consider the manner in which the steam or other motiveagent is automatically supplied to and exhausted from the severalcylinders at the proper time. In rear of each of the engine-cylinders,and at or adjacent to the outer ends thereof, are secured steam-chests1, 2, and 3c, communicating,by means of steam-pipes 1, 2d, and 3,extending radially from the hub 6, with angular hub-ports 17,incommunication with the eduction-ports 10 of the engine-shaft. Thisrelation of the parts is clearly shown in Fig/3 of the drawings, andwhile it has not been deemed necessary to illustrate each of the seriesof hub-ports 17 it will be understood, of course, that one of theseangular ports is provided for leading steam from the interior of theshaft to each of the several steampipes leading to the steam-chests. Infact, the valve equipment of each cylinder, both as respects thecontrolling-valves and the governor mechanism, is precisely the same,and it will therefore be understood that the construction andarrangement of the valve mechanism t-o be described in connection withthe cylinder 1 (illustrated in Fig. 3) is duplicated for each of theother cylinders of the engine. Referring, therefore, more particularlyto Fig. 3 of the drawings, it Will be seen that the steam-chest 1ccommunicates with the interior of the cylinder 1, at the upper endthereof, through an induction-port 1S, closely adjacent to which theWall of the cylinder is provided with an eduction or exhaust port 19,said ports being controlled by an ordinary slide or controlling valve20, to which is connected the upper end of a valve-rod 2l, passingthrough a suitable stuffing-box 22 at the inner end of the valve-chestand guided in its reciprocatory movement by a suitable bearing-bracket23, bolted to and extending rearwardly from the cylinder. At its innerend the valve-rod 21 is pivotally connected to the outer end of a pitman24, one end of which engages a Wrist-pin 25, projecting from the frontface of a valve-operatin g gear-Wheel 26, rotatably mounted upon astud-shaft 27, projecting ecceutrically from the front face ofthe hub 6.The gears 2G, of which three are employed, as heretofore premised, aredisposed to actuate the valves of the several cylinders and are locatedequidistant from the axis of the hub-shaft and are spaced therefrom asufficient distance to permit the interposition of a center or mastergear 28, loosely mounted upon a stud-shaft 29 coaxial with theengine-shaft. At its inner end the stud-shaft 29 is extended intoasocket 30, formed for its reception in the front face of the hub 6, andits outer end is fixed to and supported by an arm 31, upstanding fromthe rear end of the stud-shaft 15. The studshaft 29 therefore assists inthe support of the engine and constitutesa journal therefor, as well asthe journal for the master gear-Wheel 2S, which, as has been stated, isloosely mounted thereon and in mesh with the valvegears 26. It will nowbe apparent that if the master gear-wheel 28 is held stationary therotation of the engine will cause the valvegears 26 to revolve aroundthe master-gear and to rotate upon their own axes to reciprocate thecontrolling-valves for the purpose of admitting and exhausting the steamto or from the several cylinders at the proper time. It is thereforeevident that provision must be made for holding the master gear-Wheelstationary to cause the proper operation of the controlling-valves, andI therefore provide what may be termed a valve-gear-controlling device,designed to hold the master gear-wheel stationary for the purpose statedand arranged to rotate the master gear-Wheel when it is desired tochange the positions of the valve-gears for the purpose of reversing theoperation of the controlling-valves, and thereby reversing the engine.gear-controlling mechanism comprises a controlling-lever 32, connectedat its upper end to the front extremity of a rod 3l, passed through thehollow stud-shaft 15, and provided upon its rear end with a fixed pinion35, designed to mesh with a toothed rim 36, rigidly xed to or integralwith the hub of the master gear-Wheel 28.

The connection between the rod and the lever 32 is effected by aset-screw 37, and the lever 82 is retained by a toothed rack 33. Thepinion 35 therefore constitutes alocking-pinion which, engaging with thetoothed rim 3G of the master gear-wheel, holds the latter stationary;but when it is desired to reverse the valve mechanism the rod 3l may berocked, by means of the lever 32, to partially rotate the locking-pinion35, and thereby impart sufficient individual rotary movement to the sunor master gear 28 to reverse the positions of the several valve-gears.Thus it will be seen that the valve motion com prehends sun- This valve-IOC IIO

and-planet gearing, the planet-gears 26 serving to operate thecontrolling-valves and the sun or master gear 28 being held stationaryor partially rotated for the purpose of effecting the operation of thevalve mechanism or of reversing such operation, as desired.

Obviously the-cylinders must take steam successively; but as the propertiming of the operation of the several valves is a mere matter of therelative locations of the wrist-pins 25 upon the valve-gears 26 it isunnecessary to enter into a detailed description of this phase of theengine construction.

We have now seen the manner in which the engine is operated and thearrangement of the controlling-valve mechanism for effecting the supplyand exhaust of the motive fluid to and from the cylinders. It thereforeremains to describe the governor mechanism by means of which the supplyof the motive agent to the valve-chests is regulated automatically bythe speed of the engine. Within each of thehub ports 17 is arranged aslidablymounted governor-valve 3S, movable radially with respect to theaxis of the engine-shaft and designed when drawn outward to constrictthe steam-passage through the port. Each of the governor-valves isprovided with a valve-stem 39, extending upwardly through a stuffing-box40, screwed into the periphery of the hub 6, and is adjustably connectedat its outer end, as by a screw 4l, extending through a slot 42 in therod, to a governorweight 43, slidably mounted upon a steampipe 1, 2d, or3d, as the case may be, and constantly urged inwardly by means of astout spring 44, encircling the pipe and bearing at its opposite endsagainst the adjacent steamchest and the govern or block or Weight 43.

It will be observed that the several steampipes 1d, 2d, and 3d, exceptat the point of their connection with the steam-chests, are disposedparallel with the cylinders and radial with respect to the engine.Therefore when the engine is rotated beyond a predetermined speed theoutward movement of the governor members 43 under the impulse ofcentrifugal force and against the resistance of the springs 44 willcause the governor-valves to be drawn outwardly and the supply of steamto be correspondingly decreased until the speed of the engine is againnormal.

By reference to Figs. 3 and 4 it will be seen that the connection of thesteam-supply pipe 11 with the hollow engine-shaft is eected by means ofa double stuffing-box 45, comprising two glands 46 and 47. The gland 46is forced at one end against an annular packing ring or gasket 4S,locatedin a cavity 49, formed around the shaft in one of the bearings12. The gland 46 is formed in its inner face with an annular cavity 50,disposed opposite the induction-ports 9 and in communication with thesteam-supply pipe 11,whichis screwedinto a suitable threaded opening inthe wall of the gland opposite the cavity 50. At its end opposite thegasket 4S the gland 46 is provided with an annular cavity for thereception of a gasket 51, against which bears the second gland 47,provided with bearing-lugs 52, through which pass elongated adjustingscrews 53, engaging threaded openings in similar bearing-ears 54,formed on the bearings 12. Opposed to the rear faces of the bearing-lugs52 are nuts 55, engaging the screws, so that when the latter are turnedby means of square heads 56 provided thereon the nuts will be caused toforce the gland 47 against the gasket 51, which in turn effects theclamping of the gland 46 against the gasket 48 to insure an absolutelysteam-tight connection between the steam-supply pipe and the rotatingengine-shaft.

Itis thought that from the foregoing the construction,operation,and manyadvantages of my invention will be clearly apparent; but while theconstruction illustrated and described is believed at this time to bepreferable I wish to be distinctly understood las reserving to myselfthe right to effect such changes, modifications, and Variations thereofas may be properly embraced within the scope of the protection prayed.

What I claim is- 1. In a rotary engine, the combination with a hollowengine-shaft, means for supplying the motive fluid thereto, and a seriesof cylinders mounted to revolve in unison with the shaft and havingcommunication therewith, of a stationary eccentric shaft, pistons withinthe cylinders, oscillatory piston-rods connected to the cylinders and tothe stationary shaft, controlling-valves controlling the supply andexhaust of motive duid to and from the cylinders, and governor mechanismindependent of the controlling-valves, for independently regulating thesupply of motive fluid to each of the cylinders.

2. In a rotary engine, the combination with a hollow engine-shaft, andmeans for supplying steam thereto, of a plurality of cylinders mountedto revolve in unison with the engine-shaft, steam-chests mounted uponthe cylinders, steam-passages leading from the engine-shaft to thesteam-chests and from the steam-chests to the interior of the cylinders,controlling valves within the steamchests, means for operating saidvalves, a governor-valve within each of the steam-passagesleading to thesteam-chests, means for oper- IOO ating the governor-valves, pistonswithin the cylinders, a stationary eccentric shaft, and oscillatorypiston-rods connected to said shaft and to the several pistons.

3. In a rotary engine, the combination with a hollow engine-shaft, andmeans for supplying steam thereto, of a plurality of cylinders mountedto revolve in unisonl with the shaft, pistons within the cylinders, astationary eccentric shaft, oscillatory piston-rods connected to saidshaft and to the several pistons,

steam-chests mounted on the cylinders, controlling-Valves therein, meansfor operating said valves, steam-passages loading from the engine-shaftto the steam-chests, independent governor-valves located insaid'passages and centrifugally-operated governor members arranged tooperate the governor-valves.

et. The combination with a hollow engineshaft, and means for supplyingsteam thereto, of a plurality of cylinders mounted to revolve in unisonwith the shaft, pistons Within the cylinders, a stationary eccentricshaft, oscillatory piston-rods connected to said shaft and to theseveral pistons, steam chests mounted on the cylinders,controlling-valves therein, radial steam-pipes connected to thesteam-chests and communicating with the engine-shaft, governor-valvesdisposed to regulate the supply of steam through said steam-pipes, andcentrifugally-operated governor-weights slidably mounted on saidsteampipes and operatively connected to the governor-valves.

5. In a rotary engine, the combination with a plurality of cylindersmounted for rotation in unison around a common center, of steamchestsmounted upon the cylinders, controlling-valves in the steam-chests tocontrol the supply and exhaust of steam to and from the cylinders, sunand planet gearing operatively connected with said valves to operate thesame, and means for holding the sun or master gear stationary or foreecting its movement, as desired.

6. In a rotary engine, the combination with a plurality ofcylindersmounted to rotate in unison around a common center, ofsteamchests mounted on said cylinders, controlling-valvesin thesteam-chests,sun-and-planet gearing operatively related to saidvalves,'and a shiftable controlling device arranged to reverse theoperation of the gearing.

7. In a rotary engine, the combination with a plurality of cylindersmounted to revolve around a common center, of steam -chests mounted onthe cylinders, controlling-valves therein, sun-and-planet gearingoperatively connected to the controlling-valves, the sun or master gearof said gearing being loosely mounted for free rotation and providedWith a toothed rim, a locking-pinion arranged to engage the toothed rimof the master-gear, and means for holding the locking-pinion stationary,or for eecting the partial rotation thereof.

8. In a rotary engine, the combination with a plurality of cylindersmounted to revolve around a common center, of steam-chests mounted onthe cylinders and controllingvalves within the steamchests,sun-andplanet gearing operatively connected to the valves, a stationaryeccentric shaft, pistons within the cylinders, oscillatory piston-rodsconnected at their inner ends to the eccentric shaft and at their outerends to the several pistons, and mechanism associated with saideccentric shaft for controlling the operation of the sun-and-planetgearing.

9. In a rotary engine, the combination with a plurality of cylindersmounted to revolve around a common center, steam-chests thereon andcontrolling-valves within the steamchests, of sun-and-planet gearingoperatively connected to the valves, pistons within the cylinders, astationary eccentric shaft, oscillatory piston-rods connected to saidshaft and to the several pistons, a controlling-lever located beyond oneend of the eccentric shaft, a locking device located at the other end ofthe eccentric shaft for engagement with the sun or master gear of thesun-and-planet gearing, and means foroperatively connecting the leverwith the locking device.

l0. In a rotary engine, the combination with a plurality of cylindersmounted to revolve around a common center, steam-chests thereon andcontrolling-valves in the steam-chests, of sun-and-planet gearingarranged to operate the valves, the sun or master gear of said gearingbeing provided with a toothed rim, a hollow stationary eccentric shaft,pistons Within the cylinders, oscillatory piston-rods connected to thesaid eccentric shaft and to the several pistons, a rod extended throughthe hollow shaft and provided upon one end with a locking-pinionarranged to engage the toothed rim of the sun or master gear, and acontrolling-lever connected to the opposite end of said rod to actuatethe same.

1l. In a rotary engine,the combination with inner and outer concentricrims, a series of interposed cylinders, and a hub supporting said rimsand located in rear thereof, of sunand-planet gearing mounted on theface of the hub, steam-chests mounted on the cylinders,controlling-valves located in the steamchests and operatively connectedto the sunand-planet gearing, a stationary eccentric shaft, pistonsWithin the cylinders, oscillatory piston-rods connected to thestationary eccentric shaft and to the pistons, respectively, and meansfor controlling the operation of the sun-and-planet gearing.

l2. In a rotary engine,the combination with a hollow engine-shaft, andmeans for supplying motive fluid thereto, of a plurality of cylindersprovided with pistons and disposed to rotate in unison, a hub connectedto the eugine-shaft and cylinders and provided with ports incommunication with the interior of the shaft, said hub having a flatface located beyond the shaft, steam-chests mounted upon the cylindersand in communication with said ports, valves within said chests, andvalveoperating mechanism connected to the several valves and locatedupon the flat face of the hub.

13. In a rotary engine,the combination with a hollow engine-shaft, andmeans for supplying motive Huid thereto, of a plurality of cylindersprovided with pistons and disposed to rotate in unison, a hub connectedto the engine-shaft and cylinders and provided with ports incommunication with the interior of the shaft, steam-chests mounted uponthe cylinders and in communication with said ports, valves within saidchests, valve-operating ICO IIO

5 engine-shaft, valve-operating mechanism located in advance of saidpipes, governorvalves located in rear of said pipes and disposed toregulate the supply of steam therethrough, and centrifugally operatedgovernor-Weights slidaloly mounted on the pipes and operativelyconnected to the governorvalves.

In testimony that I claim the foregoing as my own I have hereto affixedmy signature in the presence of two Witnesses.

ALFRED THOMAS STIMSON.

Witnesses:

GEO. B. CoLLoM, MAUD IWI. BARRY.

